US2110675A - Automatic clutch operating means - Google Patents

Description

March 8, 1938. H. L.. PIKE 2,110,675

AUTOMATIC CLUTCH OPERATING MEANS Filed March 5, 1934 2 Sheets-Sheet l March 8, 1938. -H. l.. PIKE l AUTOMATIC CLUTCH OPERATING MEANS Filed March 5, 1954 2 Sheets-Sheet 2 -f/El/VRY l.. P/KE vvk NMN Nkw N z P. .fb u .www @www O QN Il I w C l Rw 1 www www m l www Nn www Il l www W www r H Q a bww Y I w N RMN NN. \WN. Np 1J lll QQ 0 .J w @w www @MN www im@ bww w @QN www Nemmw www www MN h-: @Nw mw N |11 l I .Nw gw WQ NSW m v WKN .NM l I NN Mom www n. www www @M www Nw Nw SN `W|HQN 4 r l hu u A mNN MN O m .\N I\\ NNN um NNN N MRW www* www Nvmw .www NNN www SAK w mm e www. w N m man Rw msm www@ ma. kw emu MNM' N\QIN^ III x ill UWHIH M m www. N@ En QN@ am h, am www Q NNN. BNN; NN. l 1 1 L wl WSW v Cil Patented Mar. 8, 1938 AUTMATHC aimera CLUTCH PERATLIING IWIEANS titi l ,i j

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Henry lL. Pike, Greensboro, N. i0., assigner to Bragg-Eliesrath (Corporation, South Bend, lipid., a corporation of New York application mamas, i934, seriali No. tratta l0 Claims.y

This invention relates to automatic clutchoperating means for an automotive clutch wherein means are provided for controlling the mechanism for operating the clutch, so that the clutch 5 cannot be brought to engaging position unless the driving and driven elements of the clutch are moving at the same or approximately the same speed. l

Various forms of automatic clutch control mechanisms have been provided such as the means disclosed in my co-pending applications. Serial No.`515,886, filed February 14, 1931, Serial No. 518,857, led February 27, 1931, and Serial 1510.526378, led March 30,y 1931.y

The mechanisms suggested by these prior ap-l plications are designed to so control the clutch engaging operation of a power means as to simulate the conventional manual operation of the yclutch,A However, diiculty'is still encountered in providinga smooth engagement of the clutch during the gear shitting operation.v It is there- -`ore Vthe principalobjectf of the invention toprovide a power operated clutch control means insuring a substantially perfect clutchengagement by permittingffthe driving and'driven elements of the clutch to move-intodriving engagement only When'andif theelernents are rotating at the same speed. All" undesirable grabbing of the clutchr and jerklng'of'thevehicle is thus-elimi- Afurtherobject' of this'invention is vto provide "means `for effecting two distinct'stages of movenient of thev clutch, 'the iirst stage being controlledby the power "elementof -the operating drivenelements offthe clutch.'

,fi-3"niechanismfwhereby"fthe: clutch is* allowedto f 'moveup toits engaging position at a relatively f `rapid rate; and then'tocompleteitsfmovement' to *engage 'the clutch only when the :clutch elements are rotating at` the Isameztor substantiallyfthe same-speedy? f I an intake manifold vacuum'operated powervmeans :Yfor operating-ja clutchpsald--lpowergrneans b 'ng ing @vereine-Tte, effe ;v clutch onlyy when land f elements oi the'fclutch y (1r/Substantially engagement of the acceleratory rod 22;, `which accelerator rod 22 l has `means-an"d the second stage-'beingcontrolled by governor means operable by* the driving'l-and tion is to 'prov-ide y celerator rod Ihas `secured on the, other; end -there- A further r Object ofthe invention is to prov-,ide

controlled by valvular means operated join y-.by 'l ,theacceleratonhe,poweigelementof the JWer f meansI and agovernor,mcchanismQthe latterfbe- Vf K stein E'tco'nnctedto'one endlthereofisad. Stem (C11. ligt-will) Other objects ofthe invention and desirable details of construction andcombinationsof parts will become apparent from a detailed description of certain embodiments of the invention, describedv in detail in the following specication g5 taken in conjunction with the accompanying drawings illustrating said embodiments, in which:

Figure l is a side elevation, with portions in longitudinal and vertical section, of an auto- ,mobile equipped with one form of my power operated clutch controlling mechanism; yand Figure 2 is a-View similar to Figure 1 showing amo'diled form of control.`

Referring more particularly to the drawings, numeral i@ indicatesy the usual conventional yinri5 ternal-combustion engine of an automobile havingan intake manifold il to which is "secured a pipe i2 whichis connected to a valve casing i3, which` valve` casing has sliclably mounted therein a piston havingdport'ions lll and it in 20 slidable engagement with the interior portion it of ythe `valve housing, and this valvehousing is closed by a suitable plugU il at one end. u

A compression spring it surroundsa valve stem it between the portion, lli and the plug llllhand ysaid valve stemfextenrls in .a slidableV manner through plug lu and hasta ystop 2t adjustably secured thereon, against which is adaptedrto normally press` a lever 2i which is-secured on a lug 2t extending,upwardlytherefrom yinyvhiclfi one end of a tension springlt is mounted,the other end lofsairlfspring `being securedA as'at 25 tofanyl suitable portion o-the automohil'efortto the*internal-combustion:engineas shown., A35 The accelerator rod ilthas a treadle portion thereon which is adapted to be depressed bythe rrfoot ofl-fthe-*driver )of fthev automobi1e. The ac loi y'an' extension 2l' "havinguaslot iltgthereirien-I i0 'Ygagingl a `pin 29"attacht-:dito a throttle leverlftii" f whereby vthe 'valve stem'r i disellowedzto ghe-moved =\by'- spring it 'beforethe*carburetorisglactuated. Such "aconstru'ction-insuresa completeppelation #of theivalve eitherbefore oraiter the throttle is opened"-`orl closed. liPipesfZfand are; secured t the other sident valvefhousing Eil', and dnlthe closed end i ofy valve housing 'fi t thereis provided Y f f 'iP-ipe it@ leads-to i'a-'valve casing twhichlhas 'slidably mounted-therein@alpistonf 3l having a at one end 'penetrating' onefiend of'fthefyalve b offtheautomoblle. -fjfAispring,-ilill, 55

secured to an enlarged portion on the end of the stem, is adapted to force notch 4| into engagement with a dog 42 to hold the parts in the position shown, but in case it is desired to slide piston 31 downwardly a forward pressure on rod 38 and then a downward pressure will cause the rod 38 to be relieved from dog 42. The stem 38 is also provided with a second notch 4|' to retain the stem in its lower position. Valve housing 36 has a vent 43 which is normally closed by piston 31. In its lowermost position the valve 31 thus cuts off communication between the manifold and a cylinder and permanently vents the cylinder to render the same inoperative to control the clutch.

Also connected to valve housing 36 is a pipe 44 which communicates with the closed end of the cylinder. The cylinder has mounted therein a piston 5| to which is connected a piston rod 52 which slidably penetrates a closure 53 secured over the open end of cylinder 50, said closure having perforations 54 therein to expose the open end of cylinder 50 to atmospheric pressure. The rod 52 has mounted thereon a compression return spring 55 which is held in position at its other end by means of an adjustable collar 56 on rod 52.

Rod 52 has a coupling 51 threadediy secured on the left-hand end thereof, as viewed in Figure 1, and an eye member 58 having a slot 59 therein is threadedly secured to the other end of coupling 51. The other end of eye member 58 has threadably secured therein a valve stem 60 which is connected to a bleed valve member having pistons 6| and 62 slidably mounted within a valve housing 63, said valve housing having a pipe 64 on one side thereof and a. pipe 65 connected to the other side thereof and having a vent 66 in its closed end, a plug 61 in its open end slidably receiving the rod 60. Pipe 65 is connected to a T 69 to which is connected a pipe 10 as well as pipe 33.

Pivotally mounted on a shaft 12 projecting through the transmission housing of the engine is a lever 1| which has a pin 13'projecting through slot 59. A pin 15, mounted in lever 1|, has secured thereto a vlink 16 which has a slot 11 in the other end thereof in which a pin 18 on a clutch pedal 19 is adapted to have movement. The -clutch pedal is pivotally mounted as at 80, and a tension clutch engaging spring 8| is adapted to pull the lower end of the clutch pedal to the left, shown in Figure 1.

Shaft 12 projects into transmission housing 14 and has a lever 1| secured thereon, the upper forked end of which lever engages circumferential groove |00 in the hub of a driven clutch disk The transmission housing is of slightly -unconventicnal design and has a casing with a top 82 and a side portion 83 to house a governor mechanism. The governor mechanism is operably connected to a driving member 84 of the clutch, said member being xedly mounted on the crank shaft 85 of the engine. A pinion 06 on the shaft meshes with a bevel gear 81 secured on the lower end of a shaft I3, which shaft. at its lower end is mounted in a bearing in a bracket 89. A- centrifugal fly-ball governor 90 is mounted on the upper end of shaft 86. A projection 9|, secured to the governor, is adapted to receive the forked end 92 of lever 93, pivoted at 94 and having an upwardly projecting arm 95. The upper endof shaft 88 is mounted in a bearing 96.

The transmission shaft 91 of the automobile has slidably and non-rotatably mounted thereon a driven clutch element 98, a friction disc 99 being interposed between the clutch elements. The driven clutch element 98 has a circumferential groove |00 therein in which a forked upper end of lever 1|'L is adapted to have engaging movement.

A tension spring 0| is mounted between the hub portion of element 98and a. pinion |02, the latter being fixedly secured on the shaft 91, said pinion meshing with a bevel gear |03 mounted on the lower end of a shaft 04, the upper and lower ends of which shaft are mounted in bearing brackets |05 and |05 respectively. A fly-ball governor 06 is mounted on the upper end of shaft |04 with the other forked end of lever 93 engaging a projection |01 secured to the governor.

The upper end of arm 95 engages a valve stem ||0 which has thereon two pistons |I2, a set screw ||3 being provided for limiting the movement of said pistons. The pistons are reciprocable in a. valve casing |3', a conduit 10 being connected to one side thereof and a conduit |4 connected to the other side thereof. Inasmuch as the aforementioned valve mechanism controls the return of air to the cylinder 50 to control the engagement of the clutch, said mechanism may be properly termed a bleed valve.

The above-described mechanism is designed to control the engagement of the clutch only. when the vehicle is' in motion; therefore, the engagement of theclutch is controlled manually to get the vehicle under way, the control valve 31 at this time being depressed to vent the cylinder 50. The valve 31 is, of course, moved upwardly to reconneet the cylinder with the conduit 32 after the car is in motion and thus render the clutch control mechanism operative.

Withthe vehicle in motion and in low gear, upon .release of the accelerator to shift into second thevalve |4, l5 is moved to the right to intercommunicate conduits I2 and 32. of the manifold vacuum existing at this time the cylinder 50 is evacuated to move the piston 5| to lthe right and disengage the clutch. This movement of the piston also moves bleed valve piston 6|, 62 to interconnect conduits 64 and 65. With the clutch disengaged the speed of the motor drops down to its idling speed, whereupon the governor is barely operated. At this time the governor |06 is operative by virtue of the speed of the driven shaft 91 to move the arm 95 and its connected valve ||2 to the left, all as disclosed in Figure 1, to'thus cut off communication between the conduits 10 and ||4. After shifting to second gear, the accelerator is depressed, the valve |4, I5' cutting off the connection between conduits 2 and 32 and intercommunicating interconnecting conduits 32 and 3 3. Air then rushes, via pipe 64, valve 6|,62 pipe 65 and conduits 33 and 10, into the cylinder 50, which will be defined in the claims as an actuator, permitting the relatively rapid movement of the clutch until valve 6| moves sufficiently to the left to close oif communication between conduits 64 and 65. 'I'he parts are so adjusted that at this time the clut h plates are just about to contact. Upon speeding up the engine so that the shafts 85 and 91 are rotating at the same speed the governor 90 will function to move the bleed valve 2 to the right to interconnect conduits 10 and ||4, and byv virtue of the relatively large intake of air through ||4 the movement of the piston 5| is completed to thus eifect the driving engagement of the clutch, the size of the ducts being such as to insure this` movement before the occurrence By virtue of any substantial changein the relative speeds of the shafts and 91.

The aforementioned cycle is repeatedvv in shifting from second to high gear. There is thus provided means for effecting a two-stage engagement of the clutch, the engagement being initiated by the control of a master valve i4, I5 controlled from the accelerator, the second stage of clutch movement being initiated only when and if the driving and driven elements of the clutch are rotating at the same or substantially the same speed. The usual grabbing and jerking of the clutch resulting from an improper manual operation thereof, or possibly an improper power` operation thereof, in heretofore suggested devices is thus obviated, for the clutch may only be engaged when the elements thereof are rotating at the same speed. The shock incident to the engagement is a negligible factor and has no undesirable effect.

In the structure shown in Figure 2 the nui stern 2|9 between the portion 2|l and the plug 2|1, and said valve stem extends in a slidable manner through plug 2|1 and is provided with a collar 228 adjustably secured thereon against which is adapted to nominally press an arm 22| which is secured on accelerator rod 222. The accelerator rod 222 has a lug 223 extending upwardly therefrom to which one end of a tension spring 228 is mounted, the other end of said tension spring being secured as at 225 to any suitable portion of the automobile or to the internalcombustion engine as shown.

The accelerator rod 222 has a treadle member 228 thereon which is adapted to be depressed by the foot of the driver of the automobile. The accelerator rod has secured on the other end thereof an extension 221 having a s lot 228 therein engaging a pin 229 attached to the throttle lever, whereby the valve stem 2|9 is allowed to be moved by spring 2|8 before the throttle is actuated.- Pipes 232 and 233 are secured to the other side of the valve casing 213, and in the closed end 'of the housing there is provided a vent port 288.

Pipe 232 leads to a valve casing 236 which has slidably mounted therein a piston 231 having a stem 238 connected to one end thereof, extendingT through one end of the valve housing 236 and passing through the floorboard 239 of the automobile. A spring 248 is secured to an enlarged end of the stem 238, which forces notches 24| and 241' into engagement with a dog 242 to hold the parts in the position shown, but in case it is desired to slide pisto-n 231 downwardly a forward pressure on rod 238 and then a downward pressure will cause the` rod 238 to be relieved from dog 242. Valve housing 236 has a vent 243 which is normally closed by piston 231. This permits the vacuum to be broken in cylinder 258 when desired without accelerating the engine.

Also connected to valve housing 236 is a p'pe 244 which communicates with the closed end of a cylinder 258. Cylinder 258 has mounted therein a piston 25| to which is connected a piston other end by means of an adjustable collar 255 on rod 252.

Rod 252 has a coupling 251 threadably secured on the left-hand end thereof, and an eye member 258 having a slo-t 259 therein is threadably secured to the other end of coupling 251. 'I'he other end of eye member 258 has threadably secured therein a valve stem 258 which is connected to a valve having pistons 281 and 262 slidably mounted within a valve housing 263, said valve housing having a pipe 264 on one side thereof and a pipe 255 connected to the other side thereo-f and having a vent 265 in its closed end and a plug 261 in its open end through which rod 268 slidably penetrates. Pipe 265` is connected to a T 269 to which is connected a pipe 218 as well as pipe 233.

Pivotally mounted on the shaft 212 in the transmission housing of the engine is a lever 21|. A pin 215 mounted in lever 21| has secured theref to a link 218 which has a slot 211 in the other end thereof in which a pin 218 o-n clutch pedal 219 is adapted to have movement. The clutch pedal 219 is pivotally mounted as at 288, and a tension spring 28| is adapted to pull the lower end 'of the clutch pedal 219 to theleft as shown in Figure 2. y

Shaft 212 projects into transmission casing 214 and has a lever 21|a secured thereon, the upper forked end of which lever engages circumferential groove 388 in the hub of clutch disk 298.

The transmission casing 214 is of slightly different design from the conventional design and has a casing with a top 282 and a side portion 283 to house the governing mechanism. The governing mechanism comprises the portion 284 of a clutch which is fixedly mounted on the crank shaft 285 of the engine, the crank shaft-having apinion gear 286 thereon meshing with a bevel gear 281 secured on the lower end of the shaft 288, which shaft at its lower end is mounted in a bearing in a bracket 289 and has a centrifugal pump 298 mounted thereon.

The transmission shaft 291 of the automobile has slidably mounted thereon the other portion 298 of the clutch with the intermediate disk 299 between the portions 284 and 298 of the clutch. This portion 298 has a circumferential groove 388 in which the forked upper end of lever 21|a 'is adapted to have engaging movement.

A tension Ispring 38| is mounted between the hub portion of portion 298 and the pinion gear 382, which is fixedly secured on differential shaft 291, and this pinion gear 382 meshes with a bevel gear 383 mounted on the lower end of shaft 384, the lower end of which shaft is mounted in a bearing bracket 385, and a centrifugal pump 381 is mounted on the upper end of shaft 384.

Shaft 288 has on the upper end thereof a centrifuga-l pump. casing 298 which 'nas a convenc ing and driven elements comprising governor into housing 293 in which is mounted a compression spring 294, and inwhich housing is slidably mounted one end of piston 295. Piston 295 has thereon an arm 296 which is secured to valve stem 3|0. Arm 296 is mounted within a. casing 320, which also supports valve casing 306.

Shaft 304 has a similar centrifugal pump 301 l on the upper end thereof having a pipe 308 leading from one side thereof into the oil casing 214, and a pipe 309 leads from the other side of this pump 301 and has a vent valve 32| therein. Said pipe 309 leads to a casing 322 in which the other end of piston 295 is slidably mounted, and a compression spring 323 is mounted in said casing, which casing has therein a port 324 registering with pipe 309.

Pipes 29| and 309 havevents 29|a. and-309a therein so oil can escape slowly at all times, so that when pressure is built up on the end of piston 295 this slow leakage will allow the piston to move in either direction.

The upper end of arm 296 engages valve stem 3|!) which has thereon two pistons 3H and 3l2, a set screw 3I3 being provided to limit the movement of said pistons. The pistons are reciprocable in the valve casing 306, a conduit 210 being connected to one side thereof and a conduit 3|4 being connected to the other side.

The operation of the structure shown in Figure 2 is substantially the same as that of the governor mechanism, which in the modiiication of Figure 2 is fluid operated in lieu of the mechanically operated governors of Figure 1. As with the Ystructure of Figure'l, when the clutch elements are rotating at the same or substantially the same speed, the fluid pressures acting on the piston of the governor mechanism act to open up the venting conduits to rapidly complete the engagement of the clutch.

It will be understood that while the illustrated embodiments of the invention are described as shown, a considerable latitude is to be permitted in construction within the scope of the appended claims.

I claim:

1. Clutch control mechanism for an automotive vehicle provided with a clutch having driving and driven elements and yieldable means `normally operative to force said elements into driving engagement one with another and comprising in combination therewith governor mechanism operably connected to said elements, power means operatively connected to the driven clutch element by positive mechanical means, and valvular means for controlling the operation of said power means to control the engagement and disengagement of the clutch, said valvular means being operable to veffect two distinct stages of clutch engaging operation of said power means, the operation of the valvular means to initiate the second stage being effected by the governor means when the clutch elements are rotating at the same or substantially the same speed.

2. Clutch control-mechanism for an automotive vehicle provided with a clutch having drivengagement and disengagement of the clutch,

said bleed valve means being operable in part through the intermediary of said governor means to eifect a complete clutch engaging operation of said power means only when the driving element of the clutch is rotating at the same or substantially the same speed as the driven element of the clutch said bleed valve means also being operable by other means.

3. Clutch control mechanism for an automotive vehicle provided with a clutch having driving and driven elements comprising speed-responsive mechanism connected to said elements.

and operable thereby, vacuum operated power means operably connected to the clutch, and valvular means for controlling the degree of gaseous pressure within the suction compartment of said power means to effect both the disengagement and engagement of the clutch, said valvular means comprising means, operable by the power element of the power means, for limiting the gaseous pressure to a predetermined factor to interrupt the engagement of the clutcli just prior to the contacting of thev clutch elements, and further comprising other means, operable by said speed-responsive mechanism, to initiate and complete the driving engagement of the clutch elements when and if said elements are rotating at the same or substantially the same speed.

4. Clutch control mechanism for an automotive vehicle provided with a clutch comprising, in combination, governor means operably connected to the clutch, a power actuator having a power element operably connected to the driven element of the clutch, and valvular means for controlling the operation of the actuator comprising three separate valves, one operable to selectively interconnect the actuator with either a source of power or with the other two Valves. one of said latter valves being operated by the aforementioned power element and the other of said valves being operated by the governor means.

5. In an automotive vehicle provided with an internal-combustion engine, a throttle controlling accelerator and a clutch having driving and driven elements, power means for operating the clutch comprising a cylinder,'a reciprocable power element within the cylinder operably connected to the driven clutch element, a fluid transmitting conduit interconnecting the manifold and cylinder, a master valve member incorporated in said conduit, means connecting said valve member and accelerator, a second conduit connected to said valve member, two separate conduits each connected to said second conduit and a control valve incorporated in each of said lastmentioned conduits.

6. In an automotive vehicle provided with an internal-combustion engine, a throttle controlling accelerator and a clutch having driving and driven elements, power means for operating the clutch comprising a cylinder, a reciprocable power element within the cylinder operably connected to the driven clutch element, a iluid transmitting conduit interconnecting the manifold and cylinder, a 4master valve member incorporated in said conduit, means connecting said valve member and accelerator, a second conduit connected to said valve member. two separate conduits each connected to said second conduit, a control valve incorporated in each of said last-mentioned conduits, means operable by said power element for operating one of said last-mentioned valves and speed-responsive means for operating the other of said last-mentioned'valves.

7. Clutch control mechanism for an automotive vehicle provided with an intake manifold,

monat being jointly controlled by the accelerator, the

governor means and the actuator, together with fluid transmitting connections interconnecting said manifold, actuator and valve means.

8. Clutch control mechanism for an automotive vehicle provided with an intake manifold, an accelerator and. a clutch4 having driving and driven members, a power actuator operably conf nected to the driven element of the clutch, a governor mechanism operably connected to said clutch elements, valve means for controlling the operation of said power actuator, said means being jointly controlled by the accelerator, the governor means andthe actuator, together with a manually operable cut-out means for rendering the actuator inoperative when the vehicle is static. A

9. Clutch control mechanism for an automotive vehicle provided with a clutch having driving and driven elements, pressure dierenti operated power means for operating the drive clutch element to control the engagement and disengagement of the clutch, and automatically operable means for controlling the clutch engaging operation of said power means comprising a clutch driving element operated governor,

a clutch driven element operated governor, and l bleed valve means operable in part by said govf ernors and operative when the clutch elements are rotating at the same or substantially the same speed to permit a driving engagement of the clutch elements, said bleed valve means comprising two separate valve members, one of which is operably connected to the driven clutch element.

l0. Clutch control mechanism for an automotive vehicle provided with a clutch having driving and driven elements, power means for operating the driven clutch element to control the engagement and disengagement of the clutch, said power means including a valve operable to initiate the clutch disengaging and engaging operations oi said means and further comprising automatically operable means for controlling the clutch engaging operation of said power means comprising a uid pump 'd rlvably connected to the driving element of the clutch, a second fluid pump drivably connected to the driven element of the clutch, and iluid operated bleed valve means controlled in part by said pumps for effecting a driving engagement of the clutch elements only when and if the clutch elements are rotating at the saine or substantially the same speed said bleed valve means comprising two separate valve members, one of which is operably connected to the driven clutch element.

HENRY L. Pm.

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